Power-transmission mechanism.



No. 792,749. PATENTED JUNE 2o, 1905.

B. J. ARNOLD.

POWER TRANSMISSION MECHANISM. vAPPLIUA'I'ION HLBD'PEB.19.1900.

4 SHEETS-SHEET 1.

Hill

MOF/$6@ I No. 792,749. A PATENTED JUNE 20, 1905. B. J. ARNOLD.

POWER TRANSMISSION MEOHANISM. APPLICATION FILED FEB.19.1900.

a y //N j Invevz fr??? v En?! -QFZ No. 792,749. PATENTED JUNE 20, 1905. B. J. ARNOLD.

POWER TRANSMISSION MEGHANISM.

APPLIoATIoN FILED FEB.19,1900.

4 SHBTS*SHEET 3.

Inventar.' wz'vzese: 512772 Jdfz oid) PATENTED JUNE 20, 1905.

B. J. ARN-OLD.

POWER TRANSMISSION MEGHANISM.

APPLICATION FILED PEBJS, 1900.

4 SHEETS-SHEET 4.

Patented J une 20, 1905.

QaTsNT Cistica BIO-N J. ARNOLD, OF CHICAGO, ILLINOIS.

POWER-TRANSMISSION IVIECHANISIVI.

SPECIFICATION forming part of Letters Patent No. 792,749, dated June 20, 1905.

Application filed February 19, 1900. Serial N0. 5.820.

To all 71171/0771. 1115 www concern.-

Be it known that I, BoN J. ARNOLD, acitizen of the United States, residing' at Chicago, in the county of Ooohv and State of Illinois,have invented a certain new and useful Improvement in Power-Transmission Mechanism, of which the following is a full, clear, concise, and exact description, reference being had to the accompanying drawings, forming a part of this specification.

My invention relates to power-transmission mechanism', and has for its object the improvement in construction of such mechanism whereby functions hereinafter more particularly set forth may be satisfactorily performed, and the invention in all of its details will be hereinafter fully described, and set forth in the appended claims.

One feature of the apparatus of my present invention consists in means whereby the prime mover may be operated to accumulate a reserved quantity of energy which may be employed, among other purposes, to aid and cooperate with the prime mover in the performance of its functions. 'This reserve energy may 'be employed in starting the prime mover.

.In practicing my invention I prefer to employ a pneumatic motor which may serve in the capacity last mentioned and which may also serve to gradually start the load to be driven by the prime mover from a state of rest, so that the' motor may be employed in connection with a constantly-running prime mover to gradually connect and disconnect the load without modifying the operation of the prime mover. The motor, which may be termed a "driving" clutchmotor, is interposed between the driving' and driven members of a clutch to effect engagement between said members, the clutch-motor being thereby adapted to effect connection between the prime mover and the load driven thereby, which connection would be sufiiciently rigid to properly operate the load, and which at the same time woul be sufliciently elastic to prevent any sudden overload from injuring the power-,transmission mechanism.

Other features and advantages of my invention will be more fully hereinafter set 4forth in connection with the accompanying drawings, in whicl Figurc l is a longitudinal sectional view on line l l of Fig. 2, and Fig. 2 a cross-sectional view on line 2 Q of Fig. 1. Fig. 3 is a diagrammatic view showing the relative position of the valving means to the two sets of storage-chambers. Figs. 4, 5, and 6 are views similar to Fig. 3, showing the valving means in different positions. Fig. 7 is a detailed view showing the connection of valving mechanism and pressure-tank with the pneumatic motor. Fig. 8 is a general View in elevation of my apparatus.

Lilie parts are indicated by' similar characters of reference in the illustrations.

It will be understood that in Figs. 3, 4L, 5, and 6 the valving means illustrated in both parts of each view are relatively fixed, so that there is a definite angular displacement bctween the valving mechanism associated with one set of storage-chambers with respect to the valving' mechanism associated with the companion set of storage-chambers.

I have indicated shafts a and in direct alincment, shaft c in this instance being the driving-shaft and shaft I; the driven shaft. A gear-support is fixed on the driving-shaft, the gear c being carried by the said support, the teeth of the gear being shown as formed integrally with the support. rIhe gear-support is preferably in the form of a disk provided with a longitudinally-prjecting cylindrical extension, upon the outer end of which eXtension the gear c is preferably placed. A second dish or gear-support Z is fixed upon the driven shaft, gear-teeth being preferably cut directly in the periphery of the said disk. A frame e for supporting the clutch-motor mechanism is mounted to rotate about the shaft c, the intervening gears or pinions ,f/ engaging gears c and (SZ, the gears (j thus intervening between shafts c and I).

The particular class of motor mechanism herein illustrated is in the form of a threecylinder reciprocating motor, the cylinders of which are formed integrally with the frame c. The pistons t, reciprocating within the cylinders, also act as cross-heads, with which the connecting-rods t' have pivotal connection at one end, the wrist-pins 7' having pivotal engagement with the connecting-rods/Z and preferably extending' diametrically through the pistons, the said connecting-rods being united with the cranks Zt' at the remaining ends. The shafts m, rotated by the said cranks, carry gear-wheels g. The support or frame e and most of the parts of the structure immovable with relation thereto may be formed in one casting, or, as indicated by the line of jointure e, this portion of the structure may be made in two castings, suitably fastened together. Likewise the support for the gear c may be made in one casting or two.

Bushes Z Z are pressed into engagement with or otherwise rigidly secured to the shaft a to revolve with it. The support e is adapted under proper conditions to rotate with respect to the shaft Z and bushes Z, the bushes being preferably tapered or. conical to provide for adjustment, compensating for wear. rIhese bushes thus constitute a removable wearingseat for the support e, and a valve-seat constituting a part of the motor mechanism.

i Air or other iiuid is supplied and exhausted alternately through the ports 7 and s to drive the pistons 71 the valving of which fluid is effected as a consequence of the relative rotary motions of the shaft rf/ and the support e,

this relative motion between the support e and the shaft a, being effected when the magnetic clutch is released, so that the pinions g may rotate to permit this relative rotation between the frame and the shaft CZ.

In the-particular embodiment of the invention shown the shaft a is made hollow, being` preferably provided with an axial bore p, out of which open the ports r r. A tube p extends through the axial bore 7? in the shaft a, an annular space intervening between the tube and the wall of the bore. The tube 7 2 communicates with ports s s. Vith the mechanism running in one direction the ports ff' i' are the inlet or admission ports, while the ports s .s are the exhaust-ports, the propelling fluid through the agency of suitable means being directed through the opening p to the ports fr fr and exhausted through the pipe Vp from the ports s s. With the mechanism running in the reversed direction the ports s s become the inlet-ports and the ports 'fr o' the exhaustports, the operating fluid then being supplied through the pipe p to the ports s s and exhausted through the opening p from the ports r r.

Referring particularly to Fig. 7, it will be apparent in what manner the ports fr fr and the ports s s are made the admission or exhaust f ports. With the valve in the adjustment there illustrated the ports .s s are exhaust-ports and the ports fr 7 the admission-ports. By a half- Under conditions of operation hereinafter set forth it may be desirable to prevent rotation of the gears g with respect to the gears Z and c without relying' upon the motor mechanism for this purpose. To this end clutching means are employed, which preferably are in the form of an electromagnetic-clutch mech anism, consisting, preferably, of coils of wire 0 in the gears g, through which current may be passed by means of collector rings and conductors when the electromagnetic clutch is to be put into service. The support e is preferably enlarged to provide iron projections e' opposite the coils 0. The ports r and s and the corresponding ports n n in the support c are so proportioned that the air under pressure from a suitable source will be admitted under pistons /l and exhausted from behind pistons /i at exactly the right moment to cause the cranks m to revolve continuously in one direction, which, it will be assumed, is the direction of rotation necessary to bring the prime mover that may be coupled with the shaft Z up to its running speed. Auxiliary ports q are provided in the central or hub portion of the support e and communicate with reservoirs 25'?? u, formed in the frame e, the chambers t and a being` separated by means of a partition-wall intervening between the two sets of chambers or reservoirs. If, however, it is not desired to reverse the engine, but one set of chambers may be employed and the partition between these chambers could therefore be removed, the two sets of chambers being essential when the engine is reversible, so as to make the different ports interchangeable, the partition-wall or some equivalent means being therefore essential. The sets of chambers t and a constitute reservoirs.

Having thus generally described the details of construction of the preferred embodiment of my invention, 1 will proceed to describe its mode of operation. Before the prime mover actuating the shaft .a is shut down the said prime mover is operated a suflicient length of time to compress the required quantity of stored air or other fluid in an auxiliary reservoir of sufficient size, (diagrammatically indicated at 7/,) a four-way valve .e being employed to control the ad mission and fiow of air to and from the reservoir. When the shaft i is thus operated, the shaft Z should be loaded or braked sufficiently to prevent its rotation. y In start.

ing' the mechanism the four-way valve is manipulated to effect the passage of the compressed fluid through the opening p from the auxiliary reservoir into the ports fr, under the pistons L, and to permit of the exhaustionof the said fluid under the ports s, through the pipe p', preferably into the open air, thus causing the shafts m and the gears g to revolve,and in whatever direction it is designed to revolve them, depending upon the direction of rotation of the mechanism and the design of the ports, as will be understood bythose skilled in the art.

IOO

vIIO

In Figs. 3 to 6, inclusive, I havey illustrated the cylinders in various positions with relation to the valve mechanism as they progress through a quarter of a revolution. The valve mechanism upon the left in each figure illustrates the admission-ports that are in communication with the supply-reservoir, while the valve mechanism upon the right in each figure illustrates the ports .5' in communication with the exhaust. 1n the operai ion of the apparatus the valving mechanism upon the left is adjusted to admit operating fluid beneath the pistons to move the same outwardly from the shaft, while in returning' the pistons the valving' mechanism illustrated upon the right of Figs. 3 to 6, inclusive, establishes communication between the said cylinders and the exhaust-ports, so that the desired movement of the pistons is positivelyT effected and the return thereof is permitted as the pistons in returning' force the spent fluid through the exhaust-ports. By displacing the pistons as illustrated in Fig. 2 in their relative operating positions the return of the pistons is effected through the agency of the piston or pistons that may be forced outwardly. With gears g in operation and gear (Z, which is preferably held stationary by braking or loading the shaft 71 sufficiently to prevent its rotation, the gear c, fixed with relation to the shaft a, will be caused to move, thus imparting rotary motion to the shaft a, to which are fixed the driving parts or the revolving portions of any prime mover. As the fiuid under pressure is admitted under pistons /t the gears g and c will be gradually accelerated until the shaft a. attains the normal running or desired speed of the prime mover, atwhieh time power may be applied to the prime mover to effect its operation, it then becoming a driving device ready to receive the load on shaft Thus the device is admirably adapted for use in starting synchronous electric motors which may be brought to speed before being' loaded. In order that the shaft 7 and its load may be started, the clutch-motor mechanism is adjusted .to make a compressor or retarder out of the internal clutch mechanism instead of having' the same act as an engine, as in its previous use, or, in other words, a reversal in the action of the parts of this internal mechanism is effected. This is accomplished by suitable manipulation of the four-way valve .e to reverse the flow of air or liquid through the cylinders, the opening p being' made the exhaust-opening, preferably communicating directly with the atmospheric air, while the pipe 1) is directly connected with the auxiliary reservoir and made the ad-v mission pipe or passage whereby the air under pressure is admitted through the pipe p into the ports s Linder the pistons L, causing the cranks 71; to tend to revolve in a direction opposite to that followed when said internal mechanism was operated as an engine. The exhaust from under the pistons 71 is allowed to escape through the ports fr fr and out through the orifice p into the atmosphere or, if desirable, into a tank containing a lower pressure than the one from which the -source of supply is drawn. The internal mechanism carried by the support c therefore becomes a retarding-engine or compressor, gradually increasing in retarding effect as the pressure under pistons /L is increased. The ai r or liquid now being admitted under pistons /1/ in a reversed direction the tendency is to retard or hold back on the gears g. As the shaft t is now running at its full-rated or desired capacity, its force is sufficient to keep it revolving at its normal rate of speed, and instead of the retarding effect of the gears (1 tending' to .stop the shaft a the retardation or force of the cylinders and pistons t is transferred through gears g to the gear CZ, fixed on the shaft thus tending to revolve the shaft 7). As soon as the power of the internal mechanism carried by the support e equals the resistance offered to motion of the shaft L the gear l and shaft will start and gradually increase in speed as the said internal mechanism decreases in speed, and when the gear (Z and shaft 71 have reached the samevspeed as the shaft a and the gear c the internal mechanism carried by the support or casting will have ceased to reciprocate or work, although the entire mechanism is revolving at the velocity of the shafts n, and 71 and around shaft fr. By maintaining pressure under thepistons /1/ the reciprocation of these pistons may be prevented, thus maintaining' the gears ,1] stationary with respect to their shafts, whereby the power applied to the shaft a will continue to be transferred through the gears c, fl, and f/ to the shaftZ/to keep the latter shaft, with its load, in operation at Yfull speed. Owing to the elasticity of the fluid under pressure exerting power on the pistons L, the load is now being' driven by the prime mover through a semirigid connection which possesses sufficient automatic cushioning' effect to prevent shocks to either the driven machinery or the prime mover. If it is now desired to relieve the pistons 71, and the shafts m of continued strain that would be d ue to the pressure under the pistons, a suitable auxiliary clutch which will prevent the gears f/ from rotating may be employed, or the gears c and l may be otherwise mechanically coupled. 1f it is desired to accomplish this electrically, the coils 0 in the gears g may be employed, through which current is sent when this clutch is to be brought into operation, the portions of the frame e opposite the coils o acting as armatures. By this means a rigid connection is effected between the driving and driven parts, it then being' unnecessary to maintain pressure behind the pistons L. By relieving pistons /z/ of this pressure all strain will be removed from the shafts a, cranks /i, and the pistons, whereby the internal clutch-mo IOO fro

' the driven shaft b.

tor mechanism may be relieved of all strain during the greater portion of the period of operation of the shafts a and Other auxiliary clutch mechanism may be employed, however, and I do not wish to be limited to an electromagnetic clutch for preventing the gears g from` rotating. If it is desired to stop the rotation of the shaft the circuit through the coils 0 is opened if electromagnetic clutching means is employed., or the pistons L are relieved of pressure if no auxiliary clutch is used, whereupon the retarding effect of the load on shaft b will start the gears f/ to revolve, and so long as no pressure is admitted under the pistons they will be gradually accelerated until they attain their maximum speed, when the shaft will cease to rotate, and if it is now desired to store sufficient energy for the next starting the shaft e should be continued in motion to operate the clutch-motor, which in the embodiment of the invention disclosed will compress or elevate sufHcient iiuid for the next start in the auxiliary reservoir, whereupon the motor-operating shaft a is shut down and the entire apparatus stopped. 1f the load upon shaft/ is insufficient to enable the clutchmotor to accumulate this desired energy, the

said shaft may be braked. When power has been applied to the prime mover and the shaft a is operated by the prime mover at its normal rate of speed, while the shaft t is stationary and the passages p and p are both open to the atmosphere, the clutch-motor mechanismwill be running at its maximum speed. If now the communication of the exhaust-passage with the atmosphere is cut off, which exhaust-passage maybe either passage p or p according to the direction of rotation, so that no air can be emitted from the exhaust-ports, the pistons will draw air from the atmosphere through the admission-ports, gradually compressing it either into the chambers or the chambers u, according to the direction of rotation, until the air-pressure in these chambers becomes sufiicient to balance the resistance offered to the pistons /t by the gears g, at which time gears g will cease to revolve, the gear (Z then being driven at the same rate of speed as the gear c and shaft a, the mechanism then automatically forming a cushion or brake between the driving -shaft fr and If desired, the air to the admission-ports may be taken f rom a pressure-reservoir instead of directly from the atmosphere, whereby the pressure in the chamvratus the air will be drawn from one set of chambers 25, for example, and compressed into the companion set of chambers u until the vacuum created in the chambers and air compressed in the chambers u will together form sufficient resistance on pistons to prevent their operation, thereby retarding the revolution of the gears g, so that power imparted to shaft a will be transmitted through gears r/ and d to the shaft whereby an elastic cushion is established between the shafts a and b, whose effects may be varied by a suitable valve designed to admit air into either portpassage p or p. Assuming that the passages p and p are entirely closed and that there is no leali from the reservoir, a practically rigid connection is effected between the shafts e and b, which while suciently rigid for transmitting power from the shaft a to the shaft Z) is sufliciently elastic to prevent any severe shock to the machinery in case a sudden load should come upon the shaft when it is being driven by the shaft a.

It will be seen that I have devised apparatus for transmitting power derived from a given source, including a train of differential gears, (meaning gears of the same or different sizes, means for conveying power to one member of said train, means for connecting a load with another member, a converter of power (the pneumatic motor) connected with the remaining member, means for regulating the load formed by the converter, suitable receptacles for conserving the potential energy produced by the converter, leads connecting the converter with the receptacle, and means for utilizing said energ the power imparted from the driving clutch member being always divided into two equal parts-that is, when the clutch-motor is in operationnone of the parts being thus conveyed to perform the desired work, while the other part may be converted into potential energy, there being employed means whereby this potential energy may be utilized. l

While I have herein shown and particularly described a particular type of pneumatic driving clutch-motor for storing the reserve energy, I do not wish to be limited to the precise instrumentalities herein shown and particularly described; but,

Having thus described my invention, I claim as new, and desire to secure by Letters Patent, the following:

l. In a power-transmission mechanism, the combination with a prime mover for operating a load, of means operated by the prime mover for accumulating fluid under pressure, and controlling means whereby the energy in the fluid under pressure may be used in conjunction with the prime mover in the operation of said transmission mechanism, substantially as described.

2. In a power-transmission mechanism, the combination with the driving and driven members of a clutch, of clutch-motor mechanism, including means for receiving energy accumulated by the clutch-motor mechanism, and means whereby the accumulated energy is IOO IZO

used in conjunction with the prime mover in the operation of said transmission mechanism, substantially as described.

3. In a power-transmission mechanism, the combination with the driving and driven members of a clutch, ot' clutch mechanism serving to accumulate liuid under pressure, said clutch mechanism including means for receiving the accumulated i'luid under pressure, and means whereby the said iiuid under pressure is used in conjunction with the prime mover in the operation of said transmission mechanism,sub stantially as described.

4L. In a power-transmission mechanism, the combination with the driving and driven members of a clutch, of clutch-motor mechanism serving to couple or engage the members of the clutch and serving to accumulate energy, said clutch mechanism including means for receiving the accumulated energy, and means whereby the said accumulated energy may be employed in the operation of power-transmission mechanism, substantially as described.

5. In a power-transmission mechanism, the combination with the driving and driven members of a clutch, of clutch-motor mechanism serving when driven to accumulate energy, said clutch mechanism including means for receiving the accumulated energy and means whereby the said accumulated energy may be employed in the operation of the transmission mechanism, and means for supplying the clutch-motor mechanism with power, whereby the said motor mechanism acts as a driver to eect the desired operation of the clutch, substantially as described.

6. In a power-transmission mechanism, the combination with the driving and driven members of a clutch, of driving clutch-motor mechanism in operative association with both clutch members and serving to couple the same, and means for receiving energy adapted to be accumulated by said motor mechanism, substantially as described.

7. In a power-transmission mechanism, the combination with the driving and driven members of a clutch, of driving clutch -motor mechanism in operative association with both clutch members and serving to couple the same, said motor mechanism including means for receiving energy adapted to be accumulated by said motor mechanism, and means 'for controlling the speed of said motor mechanism, substantially as described.

8. In a power-transmission mechanism, the combination with the driving and driven members of a clutch, of means operated by the driving member of the clutch for accumulating energy, said means including means for storing the accumulated energy, and means whereby the stored energy is used in the operation o't' the said power-transmission mechanism, substantially as described.

9. In a power-transmission mechanism, the

combination with the driving and driven members of a clutch, of means operated by the driving member of the clutch for accumulating mechanical energy, said means including means for storing the accumulated mechanical energy, and means whereby the stred mechanical energy is used in the operation of said power-transmission mechanism, substantially as described.

10. In apower-transmission mechanism,the combination with thedriving and driven members of a clutch, of a fluid clutch-motor mechanism operatively associated with the clutch members and serving to couple or engage the same, substantially as described.

11. In a power-transmission mechanism,the combination with the driving and driven members of a clutch, of aluid clutch-motor mechanism operatively associated with the clutch members and serving to couple or engage the same, and means for varying the speed of said mechanism, substantially as described.

12. In a power-transmission mechanism,the combination with the driving and driven members of a clutch, o't' driving Huid clutch-motor mechanism, gearing' driven thereby, and a gear provided upon each of said clutch members, the gears upon the clutch members being engaged by the gearing driven by the clutch-motor mechanism, substantially as described'.

13. In a power-transmission mechanism,the combination with the driving and driven members of a clutch, of driving fluid clutchmotor mechanism, gearing driven thereby, a gear provided upon each of said clutch members, the gears upon the clutch members being engaged by the gearing' driven by the clutchmotor mechanism, and means for varying the speed of the driving clutch-motor mechanism, substantially as described.

ltf In apower-transmission mechanism, the combination with the driving and driven members of a clutch, of driving iuid clutch-motor mechanism, and a support therefor rotatable independently ofthe clutch member, the clutch mechanism including gearing operated by the said motor mechanism having engagement with the driving and driven members of the clutch, substantially as described.

15. In a power-transmission mechanism, the combination with the driving and driven members of a clutch, of driving l'luid clutch-motor mechanism operatively associated with both clutch members and serving to couple or engage the same, and speed-controlling means for checking the speed of the clutch-motor mechanism after starting the driving-motor, substantially as described.

16. In a power-transmission mechanism, the combination with the driving and driven members of a clutch, of driving liuid clutch-motor mechanism serving to start the driving-motor and to couple the driven member with the driving member, and means for reversing the IOO IIO

power applied to the said mechanism, substantially as described.

17. In a power-transmission mechanism, the combination with the drivingI and driven members of a clutch, of a fluid-engine rotatable independently of the clutch members, and having operative engagement with both clutch members, and means for supplying power to the fluid-engine, whereby the same becomes a driverto effect operation of` the clutch, substantially as described.

18. In a power-transmission mechanism, the combination with the driving and driven members of a clutch, of a f1uid-enginc rotatable independently of the clutch members, and having operative engagement with both clutch members, means for supplying power to the fiuid -engine, whereby the same becomes a driver to effect operation of the clutch, a fluidreservoir within the clutch 'for receiving fiuid under pressure, and means whereby the fiuid under pressure may be read mitted to the fl uidengine, substantially as described.

19. In a power-transmission mechanism, the combination with the driving and driven members of a clutch, of' a fluid-engine interposed between the clutch members, valves 0' and s, and means whereby said valves may act as admission and exhaust or exhaust and admission ports, substantially as described.

20. In a power-transmission mechanism, the combination with the driving and driven members of' a clutch, of a fluid-engine interposed between the clutch members, a fluid-reservoir carried by the clutch mechanism, and means for affording communication between the fiuidengine and said reservoir, substantially as described. y

21. In a power-transmission mechanism, the combination with the driving and driven members of a clutch, of' a fluid-engine interposed between the clutch members, a Huid-reservoir carried by the clutch mechanism, and means whereby the Huid-engine may pump fluid into the said reservoir and whereby fluid within the said reservoir may effect the operation of the engine, substantially as described.

22. In a power-transmission mechanism, the combination with the driving and driven members of a clutch, ol a fluid-engine interposed between the clutch members, a reservoir t, a second reservoir u, ports r and s intervening between the fluid-engine and the reservoirs t and a respectively, and means whereby the ports r and s may constitute admission and exhaust ports, or exhaust and admission ports, substantially as described.

23. In a power-transmission mechanism, the combination with the driving and driven members of a clutch, of' a fiuid-engine interposed between the clutch members, a reservoir t, a second reservoir a, ports fr and s intervening between the fl uid-engine and the reservoirs t and u respectively, means whereby the ports r and s may constitute admission and exhaust ports, or exhaust and admissicn ports', andV means whereby said ports may communicate with the exterior of the aforsaid reservoirs, substantially as described.

Q4. In a power-transmission mechanism, the combination with the driving and driven members of a clutch, of a Huid-engine interposed between the clutch members, a reservoir z5, a second reservoir u, ports r and s intervening between the fluid-engine and .the reservoirs 2f and u respectively, means whereby the ports o and s may constitute admission and exhaust ports, or exhaust and admission ports, an auxiliary pressure-reservoir, and means whereby said ports may be thrown into communication with the latter reservoir, substantially as described.

25. In a power-transmission mechanism, the combination with the driving and driven members of a clutch, of' a fluid clutch-engine operatively associated with both clutch members and serving to couple or engage the same, and supplemental clutching means to engage the clutch members, independently of the clutchengine, substantially as described.

26. In a power-transmission mechanism, the combination with the driving and driven members of a clutch, of a fluid clutch-engine operatively associated with both clutch members and serving to couple or engage the same, supplemental clutching means to engage the clutch members independently of' the clutchengine, means for supplying power to the clutch-engine, and means for relieving the engine of said power and for retarding the operation thereof, substantially as described.

27. In a power-transmission mechanism, the combination with the driving and driven members of a clutch, of a fluid clutch-engine operatively associated with both clutch members and serving to couple or engage the same, supplemental clutching means to engage the clutch members independently of the clutchengine, means for supplying power to the clutch-engine, and means for relieving the engine of' the actuating infiuence of the power and for confining fluid to retard the operation of the engine as it is being actuated in the operation of' the power-transmission mechanism, substantially as described.

28. In a power-transmission mechanism, the combination with' a prime mover, of means for storing energy accumulated by the prime mover and motive means operated by the accumulated energyv for .starting the prime mover without actuating the load operated by the prime mover, substantially as described.

29. In a power-transmission mechanism, the combination with a prime mover, of a driven member, a motive device interposed between the driven member and the prime mover, and means for storing energy accumulated by the prime mover to effect the operation of the motive device to start the prime mover, substantially as described.

IIO

ISO

30. In a power-transmission mechanism, the combination with the driving and driven members of a clutch, of a fluid-engine driven independently of the clutch members, and having operative engagement with both clutch members, and means for supplying' power to the Huid-engin@whereby the same becomes a driver to effect operation of the clutch, substantially as described.

31. In an apparatus for transmitting power, derived from a given source, a train of gears, means for conveying power to one member of said train, means for connecting a load with another member, a converter of power connected with the remaining member, means for regulating the load formed by the converter, suitable receptacles for conserving the potential energy produced by the converter, leads connecting the converter with the receptacle, and means for utilizing said energy, substantially as described.

3Q. In an apparatus for transmitting power, derived from a given source, means for dividing this power into two equal parts, means for conveying one of these parts to perform the desired work, means for converting the other part into potential energy, and means for utilizing said energy, substantially as described.

33. The combination with a drivingmember and a driven member, of fluid-containing deviees'carried on one of said members, mechanism operated by one of said members to cause the fluid to flow in said fluid-containing devices, means for controlling the How of the fi uid in said fluid-containing devices, and connections between said driving member and said driven member adapted to be thrown into different degrees of operative connection by controlling the flow of the fluid in said fiuidcontaining devices, substantially as described.

34. The combination with a shaft, a rotatable member journaled thereon, and fiuidcontaining' devices carried on said rotatable member, of mechanism operated by said rotatable member to cause the fluid to iiow in said fluid-containing devices,means for controlling the flow of the fluid in said fluid-containing devices, and connections between said shaft and said rotatable member adapted to be thrown into different degrees of operative connection by controlling` the flow of the fiuid in said fluid-containing devices, substantially as described.

35. The combination with a shaft, a gear secured to said shaft, arotatable member journaled on said shaft, and means for driving said rotatable member, of gears rotatably mounted on said rotatable member and meshing with the gear on said shaft, fluid-containing devices connected with said gears on said rotatable member, means operated by said gears to force the fluid back and forth in said fluidcontaining devices as said gears rotate, and means for checking the free passage of said fluid through the Huid-containing devices, substantially as described.

ln witness whereof Ihereunto subscribe my name this 16th day of February, A. D. 1900.

BION J. ARNOLD.

Witnesses:

W. OWEN T-noMAs, GEORGE L. Olmos. 

